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United States Patent |
5,536,208
|
Krumm
|
July 16, 1996
|
Apparatus for damping vibrations in power trains of motor vehicles
Abstract
Apparatus for damping vibrations in the power train between the engine and
the transmission of an automobile has a first flywheel connectable to the
crankshaft of the engine, a second flywheel connectable to the input shaft
of the transmission by a friction clutch, and at least one damper between
the flywheels. The damper has a twin-section output element which is
axially movably secured to the second flywheel by a toothed coupling and
is biased by coil springs which react against the first flywheel. The
sections of the output element are biased in opposite directions by at
least one of the coil springs or by one or more additional coil springs so
that the teeth of the coupling mate without play, at least under no-load
or partial-load operating conditions in the neutral position of the
damper.
Inventors:
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Krumm; Klaus-Dieter (Sinzheim, DE)
|
Assignee:
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LuK Lamellen und Kupplungsbau GmbH (Buhl, DE)
|
Appl. No.:
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195101 |
Filed:
|
May 16, 1988 |
Foreign Application Priority Data
| May 21, 1987[DE] | 37 17 100.3 |
| Feb 09, 1988[DE] | 38 03 847.1 |
Current U.S. Class: |
464/68.3; 464/24 |
Intern'l Class: |
F16D 003/80; F16F 015/12 |
Field of Search: |
74/574
192/106.2
464/24,64,66,68
|
References Cited
U.S. Patent Documents
1240126 | Sep., 1917 | Dubois | 464/66.
|
4440283 | Apr., 1984 | Nioloux | 464/68.
|
4723463 | Feb., 1988 | Reik et al. | 74/574.
|
4727970 | Mar., 1988 | Reik et al. | 464/68.
|
4739866 | Apr., 1988 | Reik et al. | 464/24.
|
4782718 | Nov., 1988 | Hartig et al. | 192/106.
|
Other References
"The Two-Mass Flywheel-A Torsional Vibration Damper for the Power Train of
Passenger Cars-State of the Art and Further Technical Development", SAE
Technical Paper Series #870394, Sebulke, pp. 1-10, Feb. 1987.
|
Primary Examiner: Stodola; Daniel P.
Attorney, Agent or Firm: Darby & Darby
Claims
I claim:
1. Apparatus for damping vibrations in the power train between an engine
and a transmission of a motor vehicle, comprising a first rotary flywheel
connectable with the engine; a second rotary flywheel connectable with the
transmission; and at least one damper operating between said flywheels and
including a first component, the apparatus further comprising a second
component coaxial with said first component and arranged to rotate with
said second flywheel and said at least one damper further including means
for substantially non-rotatably coupling said coaxial components so that
said first component is movable axially of said flywheels, at least one of
said components including two substantially plate-like sections which are
biased relative to each other in the circumferential direction of said
flywheels, and said at least one damper also including energy storing
means reacting against said first flywheel and bearing against said first
component, said flywheels being turnable relative to each other to and
from angular positions corresponding to a starting position of said at
least one damper, said coupling means comprising first coupling elements
provided on said first component and complementary second coupling
elements provided on said second component and mating with said first
coupling elements, said first coupling elements bearing against said
second coupling elements in clockwise and counterclockwise directions, at
least in the starting position of said at least one damper.
2. The apparatus of claim 1, wherein said one component is said first
component.
3. The apparatus of claim 1, wherein said sections are at least
substantially identical.
4. The apparatus of claim 1, wherein said first coupling elements have
first portions on one of said sections and second portions on the other of
said sections, said first portions being offset relative to said second
portions in the circumferential direction of said flywheels.
5. The apparatus of claim 1, wherein said one component is said first
component and said sections of said first component have windows for said
energy storing means and surfaces provided in said windows and bearing
against the energy storing means in response to angular movement of said
flywheels relative to each other, the surfaces in the windows of one of
said sections being offset relative to the surfaces in the windows of the
other of said sections in the circumferential direction of said flywheels.
6. The apparatus of claim 1, further comprising additional energy storing
means for biasing said sections relative to each other.
7. The apparatus of claim 6, wherein each of said sections has a window for
said additional energy storing means, the window of one of said sections
being angularly offset relative to the window of the other of said
sections in the circumferential direction of said flywheels.
8. The apparatus of claim 9, wherein said second coupling elements mate
with said first coupling elements with a predetermined play in the
circumferential direction of said flywheels, said windows being offset
relative to each other through an angle which at least approximates the
angle of movability of said first and second coupling elements relative to
each other as a result of said predetermined play.
9. The apparatus of claim 1, wherein said energy storing means includes
coil springs and said second component is riveted to said flywheel.
10. The apparatus of claim 1, wherein said first flywheel has an annular
chamber for said energy storing means and one of said components.
11. The apparatus of claim 1, comprising a plurality of dampers including a
first damper remote from and second damper nearer to said second
component.
Description
BACKGROUND OF THE INVENTION
The invention relates to apparatus for damping vibrations in power trains
of motor vehicles, and more particularly to improvements in vibration
damping apparatus of the type wherein a first flywheel is connectable to
the internal combustion engine of the vehicle, a second flywheel is
connectable with the input element of the variable-speed transmission of
the vehicle (preferably by way of a friction clutch), and one or more
dampers are arranged to operate between the first and second flywheels. As
a rule, the dampers contain energy storing elements which react against
the first flywheel and bear against a component which is substantially
non-rotatably but axially movably connected with the second flywheel, for
example, by way of a toothed coupling, and is mounted for angular movement
relative to the first flywheel.
Commonly owned copending patent application Ser. No. 069,611 (filed Jul. 2,
1987 by Johann Jackel for "Apparatus for damping torsional vibrations" and
now U.S. Pat. No. 4,946,420) discloses an apparatus wherein the damper
means between the flywheels comprises energy storing means in the torm of
coil springs which are installed in a chamber of one of the flywheels. The
damper means further comprises a hydraulic damper. A component of the
damper means resembles a flange and is installed between the flywheels
with freedom of axial movement so as to compensate for the sum of
tolerance of all parts of the apparatus as well as to establish with the
adjacent parts an axial clearance (such clearance is necessary or
desirable for proper operation of the hydraulic damper). The component can
turn relative to the first flywheel and is connected with the second
flywheel by means of a toothed coupling which permits the component to
move axially of and between the two flywheels. It is necessary to ensure
that the teeth of the coupling mate with a certain amount of play in order
to compensate for manufacturing tolerances as well as to permit convenient
assembly of the apparatus.
It has been found that, as the wear upon the two halves of the coupling
progresses and the play between the teeth of such parts increases
accordingly, the coupling generates excessive noise. In order to reduce
the noise, a further prior proposal involves the utilization of rivets to
fixedly secure the radially innermost portion of the component to the
second flywheel. This necessitates an increase of clearances between the
two sides of the component and the adjacent parts in order to avoid
jamming of the damper. Excessive clearances between the component which is
riveted to the second flywheel and the adjacent parts of the apparatus are
undesirable for obvious reasons.
OBJECTS AND SUMMARY OF THE INVENTION
An object of the invention is to provide a vibration damping apparatus
which avoids the drawbacks of the atorediscussed conventional apparatus in
a simple and inexpensive way and generates less noise than heretofore
known apparatus.
Another object of the invention is to provide an apparatus which is less
prone to malfunction than conventional apparatus and whose operation is
more reliable than that of apparatus which are presently used to damp
vibrations between the engine and the variable-speed transmission of a
motor vehicle.
A further object of the invention is to provide a simple, compact and
inexpensive apparatus which can be installed in the power trains of
existing motor vehicles as a superior substitute for presently used
apparatus.
An additional object of the invention is to provide novel and improved
damper means for use in the above outlined apparatus.
Still another object of the invention is to provide a novel and improved
power train which embodies the above outlined apparatus and can be used
between the internal combustion engine and the variable-speed transmission
of a motor vehicle.
Another object of the invention is to provide the apparatus with novel and
improved means for opposing angular movements of coaxial flywheels
relative to each other when the flywheels are installed between the
crankshaft of the engine and the input shaft of the variable-speed
transmission in a motor vehicle.
An additional object of the invention is to provide novel and improved
means for reducing noise in the above outlined apparatus.
A further object of the invention is to provide a novel and improved method
of transmitting torque between the engine and the transmission of a motor
vehicle.
The invention is embodied in an apparatus for damping vibrations in the
power train between an internal combustion engine and a variable-speed
transmission of a motor vehicle. The apparatus comprises a first rotary
flywheel which is connectable to the crankshaft of the engine, a second
rotary flywheel which is coaxial with the first flywheel and is
connectable to the input shaft of the transmission, particularly by way of
a friction clutch, and at least one damper which operates between the
flywheels and includes a first component, a second component which is
arranged to rotate with the second flywheel, and means for substantially
non-rotatably coupling the first and second components to each other so
that the first component is movable axially of the flywheels. At least one
of the first and second components includes two substantially plate-like
or disc-shaped sections which are biased relative to each other in the
circumferential direction of the flywheels, and the at least one damper
further comprises energy storing means reacting against the first flywheel
and bearing against the first component.
The flywheels are turnable relative to each other to and from angular
positions corresponding to a starting or idle position of the at least one
damper. The coupling means comprises first coupling elements (e.g., in the
form of teeth) which are provided on the first component, and
complementary second coupling elements which are provided on the second
component and mate with the first coupling elements. The arrangement is
preferably such the first coupling elements bear against the second
coupling elements in clockwise and counterclockwise directions, at least
in the starting or idle position of the at least one damper.
In accordance with a presently preferred embodiment of the apparatus, the
first component of the at least one damper comprises the aforementioned
first and second plate-like or disc-shaped sections. The first and second
sections can be at least substantially identical, and the first and second
sections can (but need not always) be biased relative to each other by the
energy storing means of the at least one damper. Those portions of the
first coupling elements which are provided on one of the sections can be
offset relative to the portions of first coupling elements on the other
section, as seen in the circumferential direction of the flywheels.
The sections of the twin-section component can be provided with windows for
the energy storing means and with surfaces which are disposed in the
windows and bear against the energy storing means in response to angular
movement of the flywheels relative to each other. The surfaces in the
windows of one of the sections can be offset in the circumferential
direction of the flywheels relative to the surfaces in the windows of the
other section.
It is equally within the purview of the invention to provide additional
energy storing means for biasing the sections of the twin-section
component relative to each other. Each such section is formed with a
window for the additional energy storing means, and the window of one of
the sections can be angularly offset relative to the window of the other
section, as seen in the circumferential direction of the flywheels.
The first coupling elements can mate with the second coupling elements of
the coupling means with a predetermined play in the circumferential
direction of the flywheels, and the windows for the additional energy
storing means can be offset relative to each other through an angle which
at least approximates the angle of movability of the first and second
coupling elements relative to each other as a result of the aforementioned
play.
Each of the energy storing means can comprise one or more coil springs, and
the second component of the at least one damper can be riveted to the
second flywheel. The first flywheel can be provided with an annular
chamber for the energy storing means of the at least one damper and for
one of the components. The apparatus can comprise a plurality of dampers
including a first damper which is more distant from and a second damper
which is nearer to the second component. The first component can
constitute the output element of both dampers.
The novel features which are considered as characteristic of the invention
are set forth in particular in the appended claims. The improved apparatus
itself, however, both as to its construction and its mode of operation,
together with additional features and advantages thereof, will be best
understood upon perusal of the following detailed description of certain
specific embodiments with reference to the accompanying drawing.
BRIEF DESCRIPTION OF THE DRAWING
FIG. 1 is a central sectional view of an apparatus which embodies one form
of the invention, the crankshaft of the engine and the input shaft of the
variable-speed transmission being indicated by phantom lines;
FIG. 1a is an enlarged view of a detail within the phantom-line 1 box x in
FIG. 1;
FIG. 2 is a fragmentary elevational view as seen in the direction of arrow
II in FIG. 1, with the friction clutch omitted and with certain parts
broken away; and
FIG. 3 is an enlarged view of a detail within the phantom-line circle y in
FIG. 2.
DESCRIPTION OF PREFERRED EMBODIMENTS
Referring first to FIGS. 1, 1a and 2, there is shown an apparatus 1 which
can be used in a motor vehicle to form part of, or to constitute, the
power train between an internal combustion engine having a crankshaft 5,
and a variable-speed transmission having an input shaft 10. The apparatus
1 serves to damp vibrations and includes a composite flywheel 2 having a
first flywheel 3 connectable to the crankshaft 5 of the engine by a set of
bolts 6 or other suitable fasteners, and a second flywheel 4 which is
coaxial with the flywheel 3 and can drive the input shaft 10 of the
transmission in response to engagement of a friction clutch 7. The latter
comprises a pressure plate 8 which is non-rotatably but axially movably
secured to a clutch cover 11 by a set of leaf springs (not shown) and is
disposed between the cover and the flywheel 4. The friction linings of a
clutch plate 9 are disposed between the pressure plate 8 and the flywheel
4, and the hub of the clutch plate 9 is non-rotatably but axially movably
secured to the input shaft 10 of the transmission. The cover 11 of the
friction clutch 7 carries two ring-shaped seats for a tiltable diaphragm
spring 12 which normally biases the pressure plate 8 to the left (as seen
in FIG. 1) so that the friction linings of the clutch plate 9 are clamped
between the pressure plate 8 and the flywheel 4 and the input shaft 10 is
compelled to share the angular movements of the flywheel 4. When the
radially inwardly extending prongs of the diaphragm spring 12 are
compelled to move toward the hub of the clutch plate 9, the friction
clutch 7 is disengaged because the diaphragm spring allows the pressure
plate 8 to move away from the flywheel 4 so that the latter is free to
rotate relative to the input shaft 10.
The apparatus 1 further comprises a system of dampers including an outer
damper 13 which is more distant from and a second damper 14 which is
nearer to the common axis of the flywheels 3, 4. The dampers 13, 14
operate in parallel; their function is to permit but to yieldably oppose
angular movements of the flywheels 3 and 4 relative to each other.
The flywheel 3 has a centrally located protuberance 20 which extends into a
centrally located recess 18 of the flywheel 4. The annular space between
the peripheral surface 20a of the protuberance 20 and the surface
surrounding the recess 18 accommodates bearing means 15 including an
antifriction ball bearing 16 with an outer race 17, an inner race 19 and a
single row of spherical rolling elements between the two races. The inner
race 19 is a press fit on the peripheral surface 20a of the protuberance
20 and is held against axial movement away from a shoulder 21 of the
flywheel 3 by a washer-like retainer 22 abutting the end face of the
protuberance 20 and being secured thereto by rivets 22a or in any other
suitable way.
The outer race 17 of the antifriction bearing 16 is mounted in the recess
18 of the flywheel 4 between two ring-shaped members 23, 24 each of which
has an L-shaped cross-sectional outline. The member 24 abuts an internal
shoulder 25 of the flywheel 4 in the recess 18, and the member 23 abuts a
ring-shaped component 27 which is fixedly secured to the flywheel 4 by
rivets 26. The component 27 cooperates with the shoulder 25 and with the
members 23, 24 to hold the outer race 19 of the bearing 16 against axial
movement in the recess 18. The members 23, 24 jointly form a thermal
barrier which prevents, or at least interferes with, the transfer of heat
between the bearing 16 and that surface (4a) of the flywheel 4 which is
adjacent the friction linings of the clutch plate 9 of the friction clutch
7.
The radially inwardly extending portions 23a, 24a of the members 23, 24
overlie the respective end faces of the outer race 17 and extend across
the gap between the races 17, 19 into engagement with the respective end
faces of the inner race 19. Thus, the radially extending portions 23a, 24a
serve to seal the gap between the races 17, 19 and to confine therein a
supply of lubricant for the rolling elements of the bearing 16. The
radially innermost parts of the portions 23a, 24a are biased against the
respective end races or the inner race 19 by discrete energy storing
elements 28, 29 in the form of diaphragm springs to enhance the sealing
engagement between the members 23, 24 and the inner race.
An elastic sealing ring 37 is installed in a circumferential groove 37a in
the peripheral surface 20a of the protuberance 20 to prevent the escape of
a preferably viscous fluid medium from an annular chamber 30 between two
coaxial ring-shaped portions or walls 31, 32 of the flywheel 3. The wall
31 can be secured to the crankshaft 5 of the engine by the aforementioned
fasteners 6, and the wall 32 has an axially extending collar 32a which
overlies the peripheral surface 34 of the wall 31 and is secured thereto
by a set of radially extending pins 38. The internal surface 35 of the
collar 32a is immediately adjacent the peripheral surface 34 of the wall
31.
The walls 31, 32 of the flywheel 3 together form a ring-shaped housing
which defines the aforementioned annular chamber 30. The dampers 13 and 14
of the apparatus 1 are installed in the chamber 30. The walls 31, 32 are
castings, and the pins 38 which connect these castings to each other are
held against movement radially outwardly from their bores or holes in the
collar 32a and the adjacent radially outermost portion of the wall 31 by a
ring-shaped starter gear 40 which surrounds the peripheral surface 39 of
the collar 32a and overlies portions of or the entire radial bores of the
collar. The surfaces 34, 35 cooperate to center the wall 32 on the wall
31. A circumferential groove in the surface 34 of the wall 31 receives an
elastic sealing ring 36 which prevents the fluid medium from leaving the
chamber 30 by flowing radially outwardly toward the internal surface 35 of
the collar 32a.
If it is desirable or necessary to reduce the inertia of at least one of
the flywheels 3, 4, the respective flywheel can be made of a light metal,
such as an aluminum alloy. For example, at least one of the castings 31,
32 can be replaced with a machined or cast wall which is made of a light
metal, such as an aluminum alloy. An advantage of flywheel portions which
are made of an aluminum alloy or the like is that they can be extruded or
formed in a press so that they do not require any or require only a
minimum of secondary treatment prior to their assembly into a flywheel.
The dampers 13, 14 have a common output element 41 which is a radially
extending ring-shaped flange-like component consisting of two preferably
identical plate-like or disc-shaped sections 41a, 41b. The component 41 is
disposed between the walls 31, 32 of the flywheel 3 radially outwardly of
the component 27. A coupling 42 between the radially innermost portion of
the component 41 and the radially outermost portion of the component 27 is
constructed in such a way (see FIG. 2) that the component 41 is compelled
to share all or nearly all angular movements of the component 27 and
flywheel 4 but is free to move axially between the flywheels 3 and 4 to a
certain extent which is determined by the width of the narrowest part of
that portion of the chamber 30 into which the component 41 extends. The
rivets 26 for the component 27 are anchored in that portion (43) of the
flywheel 4 which surrounds the recess 18. The coupling 42 comprises
bipartite tooth-shaped coupling elements with portions 72a, 72b which are
respectively provided on the sections 41a, 41b of the component 41, and
complementary tooth-shaped coupling elements 73 provided on the component
27 and mating with the adjacent coupling elements 72a+72b.
The component 27 can also comprise two identical or similar disc-shaped or
plate like sections. Alternatively, the component 27 can comprise two
disc-shaped or plate-like sections and the component 41 can constitute a
one-piece flange extending radially outwardly from and being substantially
non-rotatably but axially movably coupled to the twin-section component
27. At least one of the components 27, 41 can comprise more than two
sections.
The sections 41a, 41b of the component 41 have radially outwardly extending
projections in the form of arms 44 which alternate with circumferentially
extending arcuate windows 46 for energy storing elements 45 of the outer
damper 13. The energy storing elements 45 are coil springs. The windows 46
are disposed radially outwardly of arcuate webs 49 which separate the
windows 46 from similar arcuate windows 47 for coil springs 48 which
constitute the energy storing means of the inner damper 14. The arms 44
are located radially outwardly of similar arms 50 which are also integral
parts of the sections 41a, 41b of the component 41 and are disposed
between neighboring arcuate windows 47 for the coil springs 48.
The radially outermost portion 51 of the chamber 30 between the walls 31,
32 of the flywheel 3 constitutes a circumferentially complete annular
compartment for the coil springs 45 of the outer damper 13. The arms 44 of
the component 41 extend into the adjacent portions of the compartment 51
between the end convolutions of the neighboring coil springs 45. The
compartment 51 is formed in part by two circumferentially complete grooves
52, 53 which are respectively provided in the inner sides of the walls 31,
32 of the flywheel 3. Each coil spring 45 has a central portion in the
respective windows 46 of the sections 41a, 41b, a first lateral portion in
the groove 52, and a second lateral portion in the groove 53. The radially
innermost portion of the compartment 51 is substantially sealed from a
similar annular compartment for the coil springs 48 of the inner damper 14
by the webs 49 of the sections 41a, 41b save for a narrow annular
clearance 54 which is provided between the section 41b and the wall 32 or
between the section 41a and the wall 31 or includes two parts, one between
the section 41a and wall 31 and the other between the section 41b and wall
32.
FIG. 1 shows that the surfaces bounding the grooves 52, 53 in the walls 31,
32 of the flywheel 3 are configurated with a view to closely follow the
outlines of adjacent portions of the coil springs 45. Thus, the
convolutions of the coil springs 45 are received in the compartment 51
with minimal play and are or can be actually guided by the surfaces
bounding the grooves 52, 53. Such close conformance of the surfaces
bounding the grooves 52, 53 to the outlines of the coil springs 45 renders
it possible to greatly reduce the wear upon the walls 31, 32 of the
flywheel 3, upon the component 41 as well as upon the coil springs 45.
More specifically, the wear which develops as a result of friction is more
uniformly distributed because the walls 31, 32 of the flywheel 3 are in
large-area contact with the coil springs 45.
The walls 31, 32 of the flywheel 3 carry abutments 55, 55a which extend
into the compartment 51 and are engaged by the end convolutions of the
adjacent coil springs 45. This enables these coil springs to react against
the flywheel 3 and to bear against the surfaces at the ends of the
respective windows 46 in the sections 41a, 41b of the component 41. The
abutments 55, 55a can constitute the heads of rivets (see FIG. 1) which
are anchored in the respective walls 31, 32 of the flywheel 3. The heads
of these rivets extend into the compartment 51 to such an extent that they
can be engaged by the adjacent portions of end convolutions of the coil
springs 45 but that they cannot interfere with movements of arms 44 on the
sections 41a, 41b of the component 41 in the circumferential direction of
the flywheel 3.
FIG. 2 shows that the length of the abutments 55 and 55a (only one of the
abutments 55 is fully shown) in the circumferential direction of the
flywheel 3 exceeds the corresponding dimensions of the arms 44. When the
damper 13 assumes its neutral or idle position of FIG. 2, the
corresponding projections 55, 55a extend to the same extent beyond the
edge faces of the adjacent arms 44. The length of each projection 55a
preferably matches the length of the adjacent projection 55.
The aforementioned clearance or clearances 54 form part of a gap 62 which
is defined by the wheels 31, 32 of the flywheel 3 radially inwardly of the
coil springs 45, i.e., between the compartment 51 and a similar
compartment including two mirror symmetrical grooves 63, 64 provided in
the walls 31, 32 for the adjacent portions of the coil springs 48. The
manner in which the surfaces bounding the grooves 63, 64 closely follow
the outlines of the adjacent portions of coil springs 48 is preferably the
same as described above in connection with the coil springs 45 and the
surfaces bounding the grooves 52, 53. The walls 31, 32 of the flywheel 3
carry projections 65, 66 which engage the adjacent portions of the end
convolutions of neighboring coil springs 48 while permitting the arms 50
of the sections 41a, 41b to move between them in the circumferential
direction of the flywheel 3.
The length of the projections 65, 66 in the circumferential direction of
the flywheel 3 exceeds the corresponding dimensions of neighboring arms 50
and of the component 41. When the dampers 13, 14 assume the neutral or
idle positions of FIG. 2, the radially extending edge faces of the arms 50
are not located at the same distance from the respective abutments 65, 66.
As can be seen in the central portion of FIG. 2, the abutment 65 is spaced
apart from the left-hand edge face 50a but the corresponding abutment 66
is immediately adjacent the right-hand edge face 50b of the corresponding
arm 50 of the component 41. On the other hand, the left-hand projection 66
is spaced apart from the edge face 55b while the left-hand projection 65
(not visible) is immediately adjacent the edge face 50a of the respective
arm 50. Thus, successive pairs of projections 65, 66 (as seen in the
circumferential direction of the flywheel 3) are staggered with reference
to the adjacent arms 50 in opposite directions (clockwise and
counterclockwise). This results in the formation of two groups (48a, 48b)
of coil springs 48 which become effective during different stages of
angular movement of the flywheels 3, 4 relative to each other.
As mentioned above, the section 41a can be identical with the section 41b
of the component 41. This can be readily seen in FIGS. 2 and 3. The
coupling element portions 72a, 72b of the sections 41a, 41b respectively
alternate with tooth spaces 71a, 71b. These tooth spaces receive the
complementary tooth-shaped coupling elements 73 at the periphery of the
component 27.
As can be seen in FIGS. 1a and 3, the sections 41a, 41b of the component 41
are respectively provided with partially registering windows 101, 102 for
additional energy storing means including a coil spring 100 which serves
to bias the sections 41a, 41b relative to each other in the
circumferential direction of the flywheel 3 so that each coupling element
portion 72a of the section 41a abuts one side and each coupling element
portion 72b of the section 41b abuts the other side of the respective
coupling element 73. The window 102 of FIG. 3 (in the section 41b) is
assumed to be located in front of the window 101 in the section 41a;
therefore, the outline of the window 102 is shown by heavier lines. The
left-hand end convolution of the coil spring 100 which is shown in FIG. 3
acts upon the adjacent radially extending surface 101a in the window 101
of the section 41a, and the right-hand end convolution of the coil spring
100 bears against the radially extending surface 102a in the window 102 of
the section 41b. The surfaces 101a, 102a at both ends of the windows 101,
102 are offset relative to each other in the circumferential direction of
the flywheel 3 so as to ensure that the coil spring 100 can maintain the
coupling element portions 72a, 72b in abutment with the adjacent coupling
elements 73 of the component 27. In other words, the coil spring 100
(which is installed in prestressed condition) tends to turn the sections
41a, 41b in opposite directions so that each coupling element 73 is
clamped between a coupling element portion 72a forming part of the section
41a and a coupling element portion 72b forming part of the section 41b. In
FIG. 3, the coil spring 100 biases the section 41b and its window 102 in a
clockwise direction while the section 41a and its window 101 are biased in
a counterclockwise direction. This ensures that the coupling element
portion 72b of the section 41b is biased against the adjacent edge face of
the neighboring coupling element 73 while the coupling element portion 72a
of the section 41a is biased against the left-hand edge face of the same
coupling element 73.
The extent to which the coupling element portions 72a, 72b are offset
relative to each other in the circumferential direction of the flywheel 3
is exaggerated in FIG. 3 for the sake of clarity. As a rule, the extent of
such offset is or can be smaller or even much smaller, i.e., the coupling
element portions 72a of the section 41a can practically fully overlap the
coupling element portions 72b of the section 41b. The extent to which the
windows 101, 102 of the sections 41a, 41b are out of register is at least
proportional to the extent of angular offset of the coupling element
portions 72a and 72b. It is important to ensure that the coil spring or
springs 100 can maintain the flanks of each coupling element 73 in
engagement with a pair of coupling element portions 72a, 72b, at least
when the dampers 13, 14 assume the neutral positions of FIG. 2 and the
engine operates under no load or under partial load.
If the coil spring 100 is designed to eliminate play between the coupling
elements 73 and the composite coupling elements 72a+72b, i.e., if the
coupling 42 establishes between the components 27, 41 a
torque-transmitting connection which is at least substantially free of
play in the circumferential direction of the flywheel 3, the windows 46
and 47 in the section 41a can exactly match and exactly register with the
windows 46, 47 in the section 41b. In other words, the radially extending
surfaces at the ends of the windows 46, 47 in the section 41a can be
exactly aligned with the surfaces at the ends of the corresponding windows
46, 47 in the section 41b.
An advantage of the improved apparatus 1 is that the component 41 with its
identical or practically identical sections 41a, 41b (which are biased
relative to each other in the circumferential direction of the flywheel 3)
simplities the assembly of the apparatus and the component 41 contributes
to a reduction of noise when the apparatus is in use. Moreover, the wear
upon the parts of the apparatus, especially upon the coupling 42, is less
pronounced, and this contributes to longer useful life of the entire
apparatus. The reasons for less pronounced wear upon and for longer useful
life of the coupling 42 are as follows: A connection which is of the
form-locking type (e.g., a connection by means of gears wherein the teeth
of one gear mate with the teeth of one or more other gears) is likely to
permit repeated striking of neighboring parts (such as teeth) against each
other in response to fluctuations of torque. The resulting stresses can
reach such a magnitude that the strength of the material of such parts
does not suffice to withstand the stresses so that the material begins to
flow in the regions adjacent the surfaces of the parts, i.e., the parts
undergo permanent deformation. This increases the play and hence the force
of repeated impacts of the deformed parts against each other. The improved
coupling is not likely to undergo such deformation and is therefore less
likely to generate much noise and/or to break down after a relatively
short interval of use. In addition, and since the coil spring 100
compensates for manufacturing tolerances of a number of parts in the
apparatus 1, such parts can be mass-produced at a lower cost because they
need not be machined and/or otherwise formed with a very high degree of
precision. The coupling 42 enables the component 41 to find an optimum
position between the walls 31, 32 of the flywheel 3 so that the clearance
54 in the portion 62 of the chamber 30 can be reduced and kept to a
minimum.
It is clear that the improved apparatus can comprise two or more coil
springs 100 which serve to bias the sections 41a, 41b of the twin-section
component 41 relative to each other in the circumferential direction of
the flywheel 3. Furthermore, it is possible to operate without the coil
spring or coil springs 100 by the simple expedient of employing one of the
damper springs (45, 48) as a means for biasing the sections 41a, 41b
relative to each other. For example, at least one of the coil springs 48
(note the right-hand coil spring (of the set 48b) in FIG. 2) can be
mounted in its windows 47 (provided in the sections 41a and 41b) in the
same way as described for the coil spring 100 and windows 101, 102 of FIG.
3 so that it tends to turn one of the sections 41a, 41b in a clockwise
direction while simultaneously urging the other of these sections in a
counterclockwise direction when the parts of the apparatus 1 including its
dampers 13, 14 assume the starting or idle positions of FIG. 2. This can
be achieved by staggering the windows 46, 47 in the section 41a relative
to the windows 46, 47 in the section 41b or by staggering the coupling
element positions 72a relative to the adjacent coupling element positions
72b.
It is presently preferred to bias the sections 41a, 41b relative to each
other by one or more additional coil springs (such as the coil spring 100
of FIG. 3) because this renders it possible to design the sections 41a,
41b and their windows 46, 47 in such a way that both sections are biased
by the coil springs 45, 48 to the same extent. However, and as explained
above, it is possible to dispense with the additional spring or springs
100 and to employ one of the springs 45, 48 to perform such function. This
contributes to simplicity of the sections 41a, 41b, to a reduction of the
overall number of component parts and hence to lower cost of the improved
apparatus.
Apparatus embodying certain elements or combinations of elements shown in
the drawing of the present application are described and shown in numerous
United States and foreign patent applications and patents of the assignee
of the present application.
Without further analysis, the foregoing will so fully reveal the gist of
the present invention that others can, by applying current knowledge,
readily adapt it for various applications without omitting features that,
from the standpoint of prior art, fairly constitute essential
characteristics of the generic and specific aspects of my contribution to
the art and, therefore, such adaptations should and are intended to be
comprehended within the meaning and range of equivalence of the appended
claims.
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